Aircraft avionics management and control system

ABSTRACT

A system for interfacing a user to a plurality of different avionics devices includes a plurality of communications links. Each link is coupled to a different one of the plurality of different avionics devices and adapted to communicate therewith according to a communications protocol associated with the one of the plurality of different avionics devices to which it is coupled. A front panel includes a display device and a plurality of user input components. A processor that is coupled to each of the plurality of communications links, the processor configured to display data from each of the different avionics devices on the display device so that the data from each of the different avionics devices is shown in a different graphical user interface on the display device and so that each graphical user interface conforms to a common display format, the processor further configured to receive user input for a selected one of the avionics devices through at least one of the plurality of user input components and to transmit the user input to the selected one of the avionics devices through one of the plurality of communication links that is coupled to the selected one of the avionics devices.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 61/773,006, filed Mar. 5, 2013, the entirety ofwhich is hereby incorporated herein by reference.

This application is a continuation of, and claims the benefit of, U.S.patent application Ser. No. 14/198,556, filed Mar. 5, 2014, now patentedas U.S. Pat. No. 9,293,053, issued on Sep. 22, 2016, the entirety ofwhich is hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates, generally, to the field of systems,including apparatuses and methods, for managing and controlling aircraftavionics systems.

2. Description of the Related Art

The cockpits of most military and civilian aircraft are generally small,cramped spaces in which real estate is at a premium. Since World War II,the cockpits of military and civilian aircraft have become increasinglycrowded with different types of avionics systems, including, but notlimited to, communications, navigation, flight control, radar, collisionavoidance, transponder, weather, and weapons systems. To make mattersworse, each avionics system generally has its own control/display headand many aircraft may have more than one of each different type ofavionics system for redundancy or because each type has differentcapabilities and/or certain advantages over others. For example, in manymilitary aircraft, the cockpits include multiple communications systemsin the form of radios such as the ARC-210, ARC-231, PRC-117G, and/orSSDL (Small Secure Data Link) radios. Similarly, the cockpits mayinclude multiple navigation systems in the form of TACAN (Tactical AirNavigation) systems, GPS (Global Positioning System) systems, and/or EGI(Embedded Global Positioning/Inertial Navigation) systems. Also, thecockpits may include one or more transponder systems in the form of theAPX-118 and/or APX-119 transponders.

In addition to each avionics system consuming a certain amount ofvaluable cockpit space, the control/display head of each avionics systemtypically has control knobs, buttons, displays, lights, electroniccircuit boards, and enclosures that differ in number, type, shape,design and operation from system-to-system andmanufacturer-to-manufacturer. To ensure proper operation of the avionicssystems, such systems must be properly maintained, thereby requiringtechnicians to be properly trained with respect to maintaining andoperating many different avionics systems and requiring a large numberof different control knobs, buttons, displays, lights, electroniccircuit boards, enclosures, associated hardware, and other replacementparts to be stocked and available for use in repairs. Additionally, tominimize mistakes and errors in using the various avionics systems(which are inherently a problem and/or concern when so many differentavionics systems are present and used), pilots must be properly trainedin the correct use and/or operation of each different avionics system(and their different control knobs, buttons, displays, lights, userinterfaces, and methods of operation) in both normal and backup modes ofoperation. Thus, technicians and pilots must spend a substantial amountof time in initial and refresher training at great cost to theiremployers.

Therefore, there is a need in the industry for a system, apparatuses,and methods that enables pilots to use and operate many differentavionics systems easily and absent mistake with minimal training, whilereducing (i) the amount of cockpit space used for avionics systems, (ii)the number of different replacement parts that must be stocked andavailable for repairs, and (iii) the number of hours of trainingrequired for technicians, and, that resolves these and otherdifficulties, shortcomings, and problems with current devices andmethods.

SUMMARY OF THE INVENTION

Broadly described, the present invention comprises an aircraft avionicsmanagement and control system, including an apparatus and methods, forconsolidating aircraft avionics management and control operations andfor allowing universal management, control, and operation of a pluralityof communications systems, navigation systems, transponder systems, andother avionics systems with a single device. The communication systemsmay comprise a plurality of military radios, civilian radios, or othercommunication systems of different types and may have differentmanufacturers. Similarly, the navigation systems and transponder systemsmay comprise navigation systems and transponder systems of differenttypes and may have different manufacturers. The communication systems,navigation systems, transponder systems, and other avionics systems maybe communicatively connected to the aircraft avionics management andcontrol system via different types of communication links havingdifferent communications protocols and/or different standards.

In an example embodiment, the aircraft avionics management and controlsystem provides pilots and other users with intuitive graphical userinterfaces that enable use of the system with very little training. Thesystem uses the seven (7) standard aviation colors along with thestandard use of cursor operations to allow pilots and other users torapidly develop basic operational capability. Use of the standardaviation colors provides visual cues as to the state of operation of theconnected devices and options for use. The system provides commoncontrols (including, but not limited to, many controls and soft keysimplemented in graphics) for use by pilots and other users to controlconnected communications, navigation, transponder, and other avionicssystems. And, spin-push concentric knobs are employed for data entryinstead of keypads and allow a pilot or other user to quickly changefrequencies on radios, search through lists of navigational data, and toreview and change statuses on various other avionics systems.

These and other aspects of the invention will become apparent from thefollowing description of the preferred embodiments taken in conjunctionwith the following drawings. As would be obvious to one skilled in theart, many variations and modifications of the invention may be effectedwithout departing from the spirit and scope of the novel concepts of thedisclosure.

BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS

FIG. 1 displays a front perspective, schematic view of an aircraftavionics management and control system in accordance with an exampleembodiment of the present invention.

FIG. 2 displays a block diagram representation of the aircraft avionicsmanagement and control system of FIG. 1 illustrating the systemconnected to a plurality of communications, navigation, and transpondersystems during use.

FIG. 3 displays a block diagram representation of a circuit board of theaircraft avionics management and control system of FIG. 1.

FIG. 4 displays a block diagram representation of operating software ofthe aircraft avionics management and control system of FIG. 1, showingthe layered structure of the operating software.

FIG. 5 displays a front, schematic view of the front panel of theaircraft avionics management and control system of FIG. 1, showing firstand second graphical user interfaces of the system.

FIG. 6 displays a front, schematic view of the front panel of theaircraft avionics management and control system of FIG. 1, showing firstand third graphical user interfaces of the system.

FIG. 7 displays a front, schematic view of the front panel of theaircraft avionics management and control system of FIG. 1, showing thefirst graphical user interface and a menu of the system.

FIG. 8 displays a front, schematic view of the front panel of theaircraft avionics management and control system of FIG. 1, showing firstand fourth graphical user interfaces of the system.

FIG. 9 displays a front, schematic view of the front panel of theaircraft avionics management and control system of FIG. 1, showing firstand fifth graphical user interfaces of the system.

DETAILED DESCRIPTION OF THE INVENTION

A preferred embodiment of the invention is now described in detail.Referring to the drawings, like numbers indicate like parts throughoutthe views. Unless otherwise specifically indicated in the disclosurethat follows, the drawings are not necessarily drawn to scale. As usedin the description herein and throughout the claims, the following termstake the meanings explicitly associated herein, unless the contextclearly dictates otherwise: the meaning of “a,” “an,” and “the” includesplural reference, the meaning of “in” includes “in” and “on.”

Referring now to the drawings in which like numerals represent likeelements or steps throughout the several views, FIG. 1 displays a frontperspective, pictorial view of an aircraft avionics management andcontrol system 100, in accordance with an example embodiment of thepresent invention, for consolidating management, control, and operationof aircraft avionics systems and allowing control and operation ofmultiple, different, connected military and civilian communicationssystems, navigation systems, transponder systems, and other avionicssystems with a single device. The avionics management system 100 (alsosometimes referred to herein as the “system 100”) uses the seven (7)standard aviation colors along with the standardized use andimplementation of cursor operations for and across all connectedavionics systems, thereby enabling pilots to have basic operationalcapability and control of such connected avionics systems after minimaltraining. Because the system 100 interacts with and controls multiple,different connected communications systems, navigation systems,transponder systems, and other avionics systems, the system 100eliminates the need for each avionics system to have its own controldisplay unit located in an aircraft cockpit and, thus, reduces thenumber of devices that are present in an aircraft cockpit. By reducingthe number of devices, the system 100 minimizes the amount of space usedby avionics systems in an aircraft cockpit and minimizes the number ofdevices that must be maintained and for which replacement parts stockedfor repairs.

As described briefly above, the system 100 is adapted to control andoperate multiple, different, connected military and civiliancommunications systems, navigation systems, transponder systems, andother avionics systems. According to the example embodiment, thecommunications systems include, without limitation, the ARC-210,ARC-231, PRC-117G, and/or SSDL (Small Secure Data Link) radios.Similarly, according to the example embodiment, the navigation systemsinclude, but are not limited to, TACAN (Tactical Air Navigation)systems, GPS (Global Positioning System) systems, and/or EGI (EmbeddedGlobal Positioning/Inertial Navigation) systems. Also, according to theexample embodiment, the transponder systems include, without limitation,the APX-118 and APX-119 transponders. It should be appreciated andunderstood that in other example embodiments, the system 100 may beconfigured to control and operate other communications, navigation,transponder, and other avionics systems available now or in the future.

The system 100 comprises an enclosure 102 having a front 104 and opposedback 106, right side 108 and opposed left side 110, top 112 and opposedbottom 114. The enclosure 102 has a front panel 116 at the enclosure'sfront 104 that is visible and accessible to a pilot or other user whenthe system 100 is mounted in an aircraft cockpit. The enclosure 102houses an electronic circuit board 160 (see FIG. 3) having electroniccircuitry that, alone or in conjunction with other system components,provides the capabilities/functionality and enables operation of thesystem 100 as described herein. The enclosure 102 includes a pluralityof communication connectors at the back 106 that are electrically andcommunicatively connected to the system's electronic circuit board 160and electronic circuitry. The communication connectors connect thesystem 100 physically, electrically, and communicatively to multiplecommunication, navigation, transponder, and/or other avionics systems ofthe same, or different, types and manufacturers. In order to supportconnection to and operation of the system 100 with avionics systems ofdifferent types and manufacturers, the system 100 and its communicationconnectors implement a variety of hardware and software data/signalcommunication standards, protocols, and/or specifications. For example,according to the example embodiment, the system 100 and itscommunication connectors implement the MIL-STD-1553 standard, CAN(Controller Area Network) bus standard, serial standards such as RS-232and RS-422, and Ethernet standards such as 802.11a, b, g, n. It shouldbe appreciated and understood that in other example embodiments, thesystem 100 and its communication connectors may be configured to andimplement other hardware and software data/signal communicationstandards, protocols, and/or specifications.

The front panel 116 includes a plurality of user interface andinteraction components 118 that are electrically and communicativelyconnected to the system's electronic circuitry and through which thesystem 100 outputs information and/or data to a pilot/user or receivesinput information and/or data from a pilot/user that relates to thecommunications, navigation, transponder, and other avionics systemsconnected to the system 100. More specifically, the user interface andinteraction components 118 include a display device 120 by which thesystem 100 outputs information and/or data. According to the exampleembodiment, the display device 120 comprises a thin film transistor(TFT), color, liquid crystal display capable of displaying informationand/or data in at least the seven (7) standard colors commonly used inaviation avionics systems. The display device 120 is adapted to outputsuch information and/or data via graphical user interfaces displayed bythe display device 120. The graphical user interfaces are uniquelyconfigured for the different types of connected avionics systems,include one or more graphical user interfaces for each connectedavionics system, and are generally displayed in response to appropriatepilot and/or other user input to the system 100. Also, the graphicaluser interfaces are configured to operate in conjunction with thesystem's user interface and interaction components 118 for the receiptof input from pilots and/or other users. Additionally, the graphicaluser interfaces may include visual cues indicating the operational stateof the avionics systems connected to the system 100, andsoftware-generated labels indicating or associated withfunctions/operations selected by depression of a soft key 124 (describedbelow) of the front panel 116.

The user interface and interaction components 118 also include aplurality of line select keys 122 arranged along the left side of thedisplay device 120 and a plurality of soft keys 124 configured beneaththe display device 120 that are backlit. The system 100 uses the lineselect keys 122 to receive selection of a radio by a pilot or otheruser, for example, for use or interaction with. The system 100 utilizesthe soft keys 124 to receive selection by a pilot or other user offunctions/operations to be performed that depend on the particular typeof avionics system then being interacted with. The functions/operationsavailable for selection are indicated by labels displayed above the softkeys 124 by the system's display device 120 and, more particularly, bythe particular graphical user interface displayed at the time ofselection.

Additionally, the user interface and interaction components 118 includean encoder pushbutton 126 and spin-push concentric knobs 128 that arelocated near the right side of the display device 120. The system 100uses input received via the encoder pushbutton 126 from a pilot or otheruser to, for example, invoke communication channel selection. The system100 utilizes input received through operation of the concentric knobs128, for example, to receive the selection and input of a radiofrequency and, in connection with certain graphical user interfaces, tocontrol the movement of a cursor within the graphical user interfaces.The system's employment of the encoder pushbutton 126 and spin-pushconcentric knobs 128 and their use in conjunction with the system'sgraphical user interfaces eliminates the need for a keypad to enter data(such as, for example, radio, navigation and other frequencies) into thesystem 100.

In addition, the user interface and interaction components 118 include apower/volume/squelch knob 130, an enter button 132, a clear button 134,a luminance mode button 136, and a luminance toggle key 138. The system100 receives input from a pilot or other user via thepower/volume/squelch knob 130 and responsive to such input and inaccordance with the then current mode of the system's operation,switches the supply of electrical power to the system 100 on or off,adjusts the volume of the active radio(s) up or down, or sets the signallevel for use in squelch control. The system 100 uses the enter button132 and clear button 134 to receive input from a pilot or other userindicating, respectively, acceptance of a previous input or selectionfrom a graphical user interface or non-acceptance of the same. Based onsuch acceptance or non-acceptance and the then current mode of operationand displayed graphical user interface, the system 100 takes appropriatefurther action. The system 100 receives input from a pilot or other uservia the luminance mode button 136 and, in response, switches thesystem's display device 120 and/or backlighting of the line select keys122 and soft keys 124 between day and night luminance ranges/modes. Inthe night luminance range/mode, the system's backlighting is capable ofachieving NVIS (Night Vision Lighting System) Class B compatibility. Theparticular luminance level desired within the selected luminance rangeis received from a pilot or other user via the luminance toggle key 138.Responsive to operation of the luminance toggle key 138, the system 100increases or decreases the luminance level of the display device 120and/or of the backlighting of the line select keys 122 and soft keys124.

The front panel 116 also includes an SD (Secure Digital) memory cardconnector 140 and a USB (Universal Serial Bus) connector 142 to theright of the luminance mode button 136. The SD memory card connector 140is adapted to bi-directionally exchange data with a connected SD memorycard, while the USB connector 142 is configured to bi-directionallyexchange data with an inserted USB memory device. The system 100interacts with a connected SD memory card or USB memory device toreceive and upload radio preset data from such SD memory card or USBmemory device or to export and download radio preset data to such SDmemory card or USB memory device.

As described briefly above, the system 100 is configured to control,operate, and interact with a plurality of communications, navigation,transponder, and other avionics systems. To illustrate this capability,FIG. 2 displays a block diagram representation of the system 100 in useand communicatively connected to multiple radios 150, a transpondersystem 152, a TACAN (Tactical Air Navigation) navigation system 154, anda GPS (Global Positioning System) navigation system 156 by one or morecommunication channels 158 implemented and operating according to, forexample, one or more of a MIL-STD-1553 standard, CAN (Controller AreaNetwork) bus standard, serial communication standard, and/or Ethernetstandard. According to the example embodiment, the first, second, and“nth” radios 150A, 150B, 150N may respectively comprise an ARC-210,ARC-231, and PRC-117G radios. It should be appreciated and understoodthat while the system 100 is illustrated in FIG. 2 as being connectableand operable with one transponder 152, a TACAN (Tactical Air Navigation)navigation system 154, and a GPS (Global Positioning System) navigationsystem 156, the system 100 is connectable and operable with other typesand numbers of transponders, navigation systems, and avionics systems inother example embodiments.

FIG. 3 displays a block diagram representation of a circuit board 160(including electronic circuitry) of the system 100 in accordance withthe example embodiment. The circuit board 160 comprises a centralprocessing unit 170 that is electrically and communicatively connectedto a bus 172 via appropriate signal paths 174 for the bi-directionalcommunication of data with other components of the system 100. Thecentral processing unit 170 is adapted to execute computer softwareinstructions, causing the system 100 to perform as described herein. Thecentral processing unit 170 may comprise a microprocessor, arithmeticlogic unit (ALU), application specific integrated circuit (ASIC), orother similar electronic device having similar capabilities, alone or incombination. The bus 172 comprises a plurality of bi-directionalcommunication paths for the bi-directional communication of computersoftware instructions, address, data, and various other control signalsnecessary for operation of the system 100.

The circuit board 160 also comprises a memory 176, includingnon-volatile memory 178 and volatile memory 180. The memory 176 iscommunicatively connected to bus 172 for the bi-directionalcommunication of computer software instructions, address, data andcontrol signals with the bus 172 and other system components connectedto the bus 172, through one or more bi-directional signal paths 182.Non-volatile memory 178 generally stores information and/or data thatwill not be lost when electrical power to the non-volatile memory 178 isremoved. Examples of non-volatile memory 178 include, withoutlimitation, flash random access memory devices, battery backed up randomaccess devices, read only memory devices, programmable read only memorydevices, electrically programmable read only memory devices, magneticdisks, optical disks, and other similar or non-similar devices availablenow or in the future. Volatile memory 180 typically stores informationand/or data for a temporary period of time, as such information and/ordata that will be lost when electrical power is no longer supplied tothe volatile memory 180. Examples of volatile memory 180 include, butare not limited to, non-battery backed up random access memory devices.

According to the example embodiment, non-volatile memory 178 stores aplurality of computer software instructions of the system's operatingsoftware 184 that, when delivered to and executed by central processingunit 170, enables and causes the system 100 to perform the functions,operations, and methods described herein. The operating software 184 isconfigured according to the layered software configuration described inmore detail with respect to FIG. 4, and includes, in addition tocomputer software instructions, data corresponding to the variousgraphical user interfaces presented to a pilot or other user of thesystem 100 via display device 120 during operation of the system 100. Inaddition, non-volatile memory 178 stores non-volatile data 186 that isused by the operating software 184 during execution and/or that may bedisplayed or presented to a user during execution thereof. Suchnon-volatile data 186 may include, but not be limited to, datarepresentative of or corresponding to preset data (including, but notlimited to, transmit and receive frequencies, signal modulation type,transmit power level, encryption type, and other configuration data)previously loaded into the system 100 for each radio connected to thesystem 100, TACAN system data (including, without limitation,channel/frequency, transmit/receive operation mode, and otherconfiguration data) for the TACAN stations being used, transpondersystem data (including, but not limited to, transponderchannels/frequencies, operation mode, code, and other configurationdata) for the transponders being used, and other data previously loadedinto the system 100 and used by the system 100 during operation tointeract with and control the operation of the various communications,navigation, transponder, and other avionics systems connected to thesystem 100.

Volatile memory 180 stores volatile data 188 that is created, received,and/or used by the system 100 and central processing unit 170 duringoperation of the system 100 and execution of the operating software 184.Volatile data 188 may include, for example: data corresponding orrelated to the radios currently being used for communications, theradios currently identified as standby radios, and the present bearingand range data for each TACAN station currently being used; data fordisplay via the system's graphical user interfaces and display device120; data representative of the then current status of the connectedcommunications, navigation, transponder, and other avionics systems;data received from or ready for communication to the connectedcommunications, navigation, transponder, and other avionics systems;data corresponding to inputs received from a pilot or other user via thesystem's user interface and interaction components 118; and, datarepresentative of the results of a calculation, intermediate data, andother information and/or data.

The circuit board 160, in accordance with the example embodiment,additionally comprises a display interface 190 and one or morebutton/knob/key interfaces 192 that are connected, respectively, to bus172 by signal paths 194 and 196. The display interface 190 receives, viabus 172 and signal paths 174, 194, data corresponding to the system'sgraphical user interfaces and to data pertaining to the connectedavionics systems for display within the graphical user interfaces. Thedisplay interface 190 uses the received data to produce correspondingelectrical signals/data that are communicated to the system's displaydevice 120 via signal paths 198 and that cause the display device 120 todisplay the graphical user interfaces and data for the avionics systems.

The button/knob/key interfaces 192 are connected to the buttons, knobs,and keys of the system's user interface and interaction components 118through signal paths 200. The button/knob/key interfaces 192 receivedata and/or signals via signal paths 200 that are representative of theoperation of such buttons, knobs, and keys by a pilot or other user toprovide the system 100 with input information and/or selections from thegraphical user interfaces. The button/knob/key interfaces 192 processthe received data and/or signals to generate data corresponding to theinput information and/or selections and communicate the generated datato the central processing unit 170 through the bus 172 and signal paths174, 196. Then, the central processing unit 170 takes appropriateactions based on the received input information and/or selections and inaccordance with (and as directed by) the operating software 184.

In addition, the circuit board 160 comprises an SD (Secure Digital)memory card interface 202 and USB (Universal Serial Bus) interface 204that are connected to bus 172 by bi-directional signal paths 206, 208,respectively. The SD (Secure Digital) memory card interface 202 alsoconnects to the SD (Secure Digital) memory card connector 140 viabi-directional signal paths 210 and the USB (Universal Serial Bus)interface 204 also connects to the USB (Universal Serial Bus) connector142 via bi-directional signal paths 212. During operation of the system100, the SD (Secure Digital) memory card interface 202 processes databeing communicated between an SD (Secure Digital) memory card coupled tothe SD (Secure Digital) memory card connector 140 and the system'scentral processing unit 170 via bus 172 and bi-directional signal paths174, 206, 210 to ensure that the data is communicated correctly.Similarly, during operation of the system 100, the USB (Universal SerialBus) interface 204 processes data being communicated between a USB(Universal Serial Bus) memory device coupled to the USB (UniversalSerial Bus) connector 142 and the system's central processing unit 170via bus 172 and bi-directional signal paths 174, 208, 212 to ensure thatthe data is communicated correctly. The data read from or written to aconnected SD (Secure Digital) memory card or USB (Universal Serial Bus)memory device may include, for example and not limitation, radio presetdata that is to be loaded into the system 100 or exported to a similarsystem 100 in a different aircraft.

Further, the circuit board 160 comprises multiple communicationinterfaces 214 and a power interface 216 that are connected to bus 172,respectively, through bi-directional signal paths 218 and signal paths220. The communication interfaces 214 are connected to the communicationconnectors located at the back 106 of the system's enclosure 102 throughbi-directional signal paths 222. The communication interfaces 214communicate data between the central processing unit 170 and thecommunication connectors (and, hence, with the communications,navigation, transponder, and other avionics systems connected to thecommunication connectors) via bus 172 and signal paths 174, 218, 222.The communication interfaces 214 send and receive data to/from thecommunication connectors in accordance with the communicationstandards/protocols (for example and not limitation, the MIL-STD-1553standard, CAN (Controller Area Network) bus standard, serial standardssuch as RS-232 and RS-422, and Ethernet standards such as 802.11a, b, g,n) appropriate for the respective communication connectors and connectedavionics systems.

The power interface 216 is connected to an aircraft's electrical powersystem and receives electrical power at one or more voltages from theaircraft's electrical power system through signal paths 224. The powerinterface 216 conditions and/or filters the received electrical powerand produces electrical signals on signal paths 220 at the voltagesrequired by the circuit board's electronic components. In addition andin some embodiments, the power interface 216 may also include one ormore rechargeable batteries for storing and supplying electrical powerto the circuit board's electrical components in the event of an aircraftelectrical power system failure.

Turning now to the system's operating software 184 and as brieflydescribed above, the system's operating software 184 has a layeredstructure 250 as illustrated in the block diagram representation of theoperating software 184 seen in FIG. 4. The layered structure 250 enablesthe operating software 184 to be readily modified to incorporate newcomputer software instructions and graphical user interfaces that enablethe system 100 to operate and control communications, navigation,transponder, and/or other avionics systems that are not alreadysupported by the system 100. The layered structure 250 includes fourlayers 252, 254, 256, 258 arranged from low-level to high-levelsoftware. The first layer 252 comprises the lowest level of theoperating software 184 which implements the hardware protocols for thedata communications standards/protocols supported by the system 100. Thesecond layer 254 is arranged above the first layer 252 and implementsthe data protocols for the data communications standards/protocolssupported by the system 100. Configured above the second layer 254 isthe third layer 256 that implements the command and control interfacebetween the system 100 and the various communications, navigation,transponder, and other avionics systems supported by the system 100. Thefourth layer 258 is arranged above the third layer 256 and implementsthe system's user interface (including, without limitation, thegraphical user interfaces displayed on display device 120 andinteraction with the various other user interface and interactioncomponents 118).

The first layer 252 of the system's operating software 184, as brieflydescribed above, implements the hardware protocols for the datacommunications standards/protocols supported by the system 100. Thefirst layer 252 includes a plurality of software modules 260 of theoperating software 184 with each software module 260 corresponding in aone-to-one relationship with a particular hardware protocol (for exampleand not limitation, MIL-STD-1553, RS232, RS422, IEEE 802.11x). Whenexecuted, the software modules 260 cause data being sent to a connectedavionics system to be configured for transmission according to theparticular hardware protocol (for example and not limitation,MIL-STD-1553, RS232, RS422, IEEE 802.11x) used to communicate with theconnected avionics system. The software modules 260 also, when executed,cause data received from a connected avionics system to be convertedfrom the particular hardware protocol used to communicate with theconnected avionics system.

As briefly described above, the second layer 254 of the system'soperating software 184 implements the data protocols for the datacommunications standards/protocols supported by the system 100. Thus,the second layer 254 includes a plurality of software modules 262 of theoperating software 184 with each software module 262 corresponding in aone-to-one relationship with a particular data protocol (for example andnot limitation, MIL-STD-1553, serial, Ethernet) used for communicationswith connected avionics systems. Execution of the software modules 262causes data being sent to a connected avionics system to be configuredfor transmission according to the particular data protocol used tocommunicate with the connected avionics system. Execution of thesoftware modules 262 also causes data received from a connected avionicssystem to be converted from the particular data protocol used tocommunicate with the connected avionics system.

The third layer 256 of the system's operating software 184, as brieflydescribed above, implements the interface between the system 100 and theparticular type of communications, navigation, transponder, and otheravionics systems supported by the system 100. Thus, the third layer 256includes a plurality of software modules 264 of the operating software184 that are uniquely tailored to generate commands/instructions forcommunication to, and to interpret data received from, such particulartypes of communications, navigation, transponder, and other avionicssystems. For example, the plurality of software modules 264 includessoftware module 264A for interfacing the system 100 with a first radiotype, software module 264B for interfacing the system 100 with a secondradio type, software module 264C for interfacing the system 100 with aTACAN navigation system, software module 264D for interfacing the system100 with a GPS navigation system, and software module 264E forinterfacing the system 100 with a transponder system.

The fourth layer 258 of the system's operating software 184, as brieflydescribed above, implements the system's user interface (including,without limitation, the graphical user interfaces displayed on displaydevice 120 and interaction with the various other user interface andinteraction components 118). The fourth layer 258 includes userinterface software 266 that, when executed, causes the display of thesystem's graphical user interfaces and appropriate data on the displaydevice 120, receives and processes inputs made by a pilot or other uservia the buttons, knobs, and/or keys of the user interface andinteraction components 118, receives and processes data received fromconnected communications, navigation, transponder, and other avionicssystems, and performs actions based on the received inputs and data. Forexample, in response to receiving user input selecting a particulardisplay mode, the user interface software 266 causes the display device120 to display a graphical user interface corresponding to the selecteddisplay mode.

FIG. 5 displays a schematic view of the front panel 116 and first andsecond graphical user interfaces 280, 296 of the system 100 inaccordance with the example embodiment. The first graphical userinterface 280 is displayed by the display device 120 when the system 100is operating in “narrow” mode. The first graphical user interface 280includes a time and system message area 282 and a transponder statusarea 284 at the top thereof. The system 100 displays the current time inthe time and system message area 282 in a format established duringsetup of the system 100 and displays system alerts or messages to theright of the current time as necessary. In the transponder status area284, the system 100 continually displays the current transponder code,mode, reply indicator, and status data for a transponder systemconnected to the system 100.

The first graphical user interface 280 also includes an active presetand frequency box 286 in a first column, a standby preset and frequencybox 288 in a second column, a channel status box 290 in a third column,and a multifunction area 292 in a fourth column. The active preset andfrequency box 286 is configured to have four (4) separate sub-boxescorresponding to different active presets and to different line selectkeys 122. In each sub-box and for each active preset, the system 100displays a preset number corresponding to a preset on a list of presets,an operational band indicator identifying the band associated with thepreset, a channel modulation type code indicating the type of modulationused, a transmit power symbol indicating the power level used for radiotransmissions, a cryptographic symbol if a traffic key is in use withcypher text, and the transmit frequency.

The standby preset and frequency box 288 is configured similar to theactive preset and frequency box 286 with four (4) separate sub-boxescorresponding to different standby presets and to different line selectkeys 122. Similar to each sub-box of the active preset and frequency box286 and in each sub-box of the standby preset and frequency box 288, thesystem 100 displays a preset number corresponding to a preset on a listof presets, an operational band indicator identifying the bandassociated with the preset, a channel modulation type code indicatingthe type of modulation used, a transmit power symbol indicating thepower level used for radio transmissions, a cryptographic symbol if atraffic key is in use with cypher text, and the transmit frequency. Uponreceiving two pressings of a line select key 122 adjacent an activepreset and frequency box 286 during operation of the system 100, thesystem 100 loads the data for the standby preset and frequency box 288into the active channel and moves the data for the active preset andfrequency box 286 to the standby preset and frequency box 288.

In the channel status box 290, the system 100 displays data indicatingthe current status of the communications devices on the system'scommunication channels. The channel status box 290 includes four (4)separate sub-boxes with each sub-box corresponding to a respectivecommunications channel. Each sub-box includes a radio type descriptoridentifying the type of radio used by the communication channel, anactivity indicator indicating whether the radio is transmitting orreceiving, and a channel number identifying the communication channel.

In the multifunction area 292 of the first graphical user interface 280,the system 100 may display other graphical user interfaces, menus, setupdata, TACAN presentations, and other data. In FIG. 5, a list of presetsis displayed by the system 100 in the multifunction area 292 in a secondgraphical user interface 296. For each preset, the system 100 displays aunique preset number, a mnemonic indicating the type of modulation used,the transmit and receive frequencies, the power level used fortransmitting, and an encryption code mnemonic indicating the type ofencryption used. The system 100 copies the data associated with a presetto a standby preset when a pilot or other user operates the spin-pushconcentric knob 128 to highlight a preset in the list of presets andthen select the highlighted preset.

The first graphical user interface 280 additionally includes a soft keylabel area 294 above the soft keys 124 such that each soft key 124 has acorresponding soft key label. During operation of the system 100, thesystem 100 displays soft key labels depending on the then current modeof operation, the number of communication channels in use, or based onother factors. For example, if more than four (4) communication channelsare in use, the “PAGE” soft key label is displayed for selection inorder to cause the display of status data for the other communicationchannels in the channel status box 290. In another example, the “DETAIL”soft key label is displayed when the system 100 detects the pressing ofa line select key 122 and, if the soft key 124 corresponding to the“DETAIL” soft key label is selected, the system 100 displays detailedinformation for the preset that is loaded into the standby preset of thecommunication channel corresponding to the pressed line select key 122so that values of the preset may be changed. In still another example,when the “NARROW” soft key label is displayed and the associated softkey 124 is pressed, the system 100 displays a ladder menu permitting thepilot or other user to select the “NARROW”, “WIDE”, or “TERSE” formatfor display of the active and standby presets and frequencies. In afurther example, when the “PRESET” soft key label is displayed and theassociated soft key 124 is pressed, the system 100 displays the secondgraphical user interface 296 in the multifunction area 292 of the firstgraphical user interface 280 as seen in FIG. 5. The second graphicaluser interface 296 includes a list of presets for selection of a presetas a standby preset for a communication channel. If the associated softkey 124 is pressed again, the system 100 displays detailed data for apreset in another graphical user interface in the multifunction area 292allowing editing thereof. In yet another example, when the “XPDR” softkey label is displayed and pressing of the associated soft key 124 isreceived from a pilot or other user, the system 100 displays atransponder related set of soft key labels (see FIG. 6) in the soft keylabel area 294.

FIG. 6 displays a schematic view of the front panel 116 and first andthird graphical user interfaces 280, 298 of the system 100 in accordancewith the example embodiment. As illustrated in FIG. 6, the system 100causes display of the third graphical user interface 298 on the displaydevice 120 in the multifunction area 292 of the first graphical userinterface 280 when the system 100 receives selection of the soft key 124below and associated with the “CODE” soft key label. The third graphicaluser interface 298 includes a plurality of data entry boxes in which apilot or other user enters an octal transponder code for a transpondersystem connected to the system 100 through operation of the spin-pushconcentric knobs 128 to scroll through and select octal digits. Uponreceiving selection of the Enter button 134 by a pilot or other user,the system 100 communicates the new transponder code to the transpondersystem connected to the system 100 and updates the transponder codedisplayed in the transponder status area 284 of the first graphical userinterface 280. If, instead, the system 100 receives selection of theClear button 136 by a pilot or other user, the system 100 aborts thechange to the transponder code and removes the third graphical userinterface 298 from the display device 120.

In addition to the “CODE” soft key label and as seen in FIG. 6, thetransponder related set of soft key labels in the soft key label area294 also includes “IDENT”, “STBY12”, “ALT”, “STBY4”, and “BACK” soft keylabels. If the system 100 receives selection of the soft key 124 locatedbelow the “IDENT” soft key label, the system 100 causes the connectedtransponder system to transmit the then current transponder code andupdates the transponder status area 284 of the first graphical userinterface 280 to indicate transmission of the transponder code. Instead,if the system 100 receives selection of the soft keys 124 located,respectively, below the “STBY12” or “STBY4” soft key labels, the system100 causes the display of respective ladder menus in the multifunctionarea 292 of the first graphical user interface 280 that allow a pilot orother user to select and cause the connected transponder system tooperate in a transponder operating mode such as Mode 1, Mode 2, Mode1+2, Mode 4/A, or Mode 4/B or to place the transponder system in standbywith respect to Modes 1, 2, 1+2, 4A, and 4/B. Alternatively, if thesystem 100 receives selection of the soft key 124 located below the“ALT” soft label, the system 100 causes the display of a ladder menu inthe multifunction area 292 of the first graphical user interface 280that permits a pilot or other user to select and cause the connectedtransponder system to operate in Mode 3/C, Mode 3/A, standby mode, orground mode. In another alternative, if the system 100 receivesselection of the soft key 124 located below the “BACK” soft key label,the system 100 causes display of the set of soft key labels shown inFIG. 5 in the soft key label area 294.

FIG. 7 displays a schematic view of the front panel 116 and a menu 300of the system 100 in accordance with the example embodiment. Asillustrated in FIG. 7, the system 100 causes display of the menu 300 onthe display device 120 in the multifunction area 292 of the firstgraphical user interface 280 when the system 100 detects rotation of thelarger of the spin-push concentric knobs 128. The menu 300 includes atab line 302 at the menu's bottom that identifies sub-menus forselection and use including “VIEW”, “SYS”, “AUX”, and “COMM” sub-menus.The “VIEW” sub-menu 304, seen in FIG. 7, lists sources of othergraphical user interfaces or video that may selected for display in themultifunction area 292 of the first graphical user interface 280. Thesources include, but are not limited to, TACAN, GPS, TACAN+GPS, video,and navigation setup. If the system 100 receives selection of the TACANsource, the system 100 causes the display of a fourth graphical userinterface 310 (see FIG. 8) that includes data received from theconnected TACAN navigation system. Similarly, if the system 100 receivesselection of the GPS or TACAN+GPS sources, the system 100 causes displayof corresponding graphical user interfaces in the multifunction area 292that, respectively, include data from the connected GPS navigationsystem or from the both of the connected TACAN and GPS navigationsystems. Instead, if the system 100 receives selection of the videosource, the system 100 will display video in the multifunction area 292that is received by the system 100 from a connected composite videosource. Alternatively, if the system 100 receives selection ofnavigation setup, the system 100 causes display of the then currentconfiguration data for the connected navigation systems and permitsediting of such configuration data.

As briefly described above, the tab line 302 of menu 300 also identifiesother sub-menus for selection and use including “SYS”, “AUX”, and “COMM”sub-menus. The “SYS” sub-menu includes a series of graphical userinterface pages selectable by a pilot or other user, and used by thesystem 100 to receive set up input for master variables of the system100 and to display synoptic pages of connected communications,navigation, transponder, and other avionics systems. The “AUX” sub-menuprovides respective graphical user interface pages used by the system100 to receive input data and directions related to system lighting,file uploading, software updating, and reporting. The “COMM” sub-menuincludes graphical user interface pages through which the system 100receives communication system configuration data, preset uploads, andtransponder setup data, and permits access to transponder test andglobal communications channel status information.

FIG. 8 displays a schematic view of the front panel 116 and first andfourth graphical user interfaces 280, 310 of the system 100 inaccordance with the example embodiment. The system 100 causes display ofthe fourth graphical user interface 310 in the multifunction area 292 ofthe first graphical user interface 280 when the system 100 receivesselection of the TACAN source from the “VIEW” sub-menu 304 describedabove. Upon receiving such selection, the system 100 also causes displayof the “BRG/DIS” soft key label in the soft key label area 294. When the“BRG/DIS” soft key label is selected by a pilot or other user pressingthe soft key 124 associated with such label, the system 100 presentsother options for the display of TACAN data, including, but not limitedto, the display of TACAN data via a Radio Magnetic Indicator (RMI)graphical user interface displayed in the multifunction area 292 of thefirst graphical user interface.

The fourth graphical user interface 310 includes a box 312 for eachTACAN channel used by the connected TACAN navigation system. Within eachbox 312, the system 100 displays data related to a channel including,but not limited to, a channel identifier, the decoded frequency, thebearing and distance to the TACAN site, a bearing symbol graphicallyindicating the bearing, and other channel data.

FIG. 9 displays a schematic view of the front panel 116 and fifthgraphical user interface 320 of the system 100 in accordance with theexample embodiment. The fifth graphical user interface 320 is displayedby the system 100 on display device 120 when the system 100 is operatingin “WIDE” mode for display of the system's active and standby presetsand frequencies. The fifth graphical user interface 320 is similar tothe first graphical user interface 280 and includes a time and systemmessage area 322, a transponder status area 324, an active preset andfrequency box 326, a standby preset and frequency box 328, a channelstatus box 330, and a soft key label area 332 that are used in a similarmanner and display data similar to the time and system message area 282,a transponder status area 284, an active preset and frequency box 286, astandby preset and frequency box 288, a channel status box 330, and asoft key label area 290 of the first graphical user interface 280.

The fifth graphical user interface 320 does not, however, include amultifunction area 292 as found in the first graphical user interface320. Because no multifunction area 292 exists, the system 100 displaysadditional information for each preset of the active preset andfrequency box 326 and standby preset and frequency box 328. Thus, thesystem 100 displays the transmit and receive frequencies for each presetof the active and standby present and frequency boxes 326, 328. Thesystem 100 also displays a split frequency indicator if the transmit andreceive frequencies of a preset are different, thereby confirming theirdifference. Additionally, the system 100 displays a description for eachpreset if such description was previously input during configuration ofthe preset. In addition, the system 100 displays a data transmissionindicator for each preset if the preset has been previously identifiedto the system 100 as communicating data instead of voice.

The above described embodiments, while including the preferredembodiment and the best mode of the invention known to the inventor atthe time of filing, are given as illustrative examples only. It will bereadily appreciated that many deviations may be made from the specificembodiments disclosed in this specification without departing from thespirit and scope of the invention. Accordingly, the scope of theinvention is to be determined by the claims below rather than beinglimited to the specifically described embodiments above.

What is claimed is:
 1. A system for universal management, control andoperation of a plurality of different avionics devices, comprising: (a)a plurality of communications links, each coupled to a different one ofthe plurality of different avionics devices so as to communicatetherewith according to a communications protocol associated with the oneof the plurality of different avionics devices to which it is coupled;(b) a front panel including a display device and a plurality of userinput components; and (c) a processor that is coupled to each of theplurality of communications links, the processor configured to displaydata from each of the different avionics devices on the display deviceso that the data from each of the different avionics devices is shown ina different graphical user interface on the display device and so thateach graphical user interface conforms to a common display format, theprocessor further configured to receive user input for a selected one ofthe avionics devices through at least one of the plurality of user inputcomponents and to transmit the user input to the selected one of theavionics devices through one of the plurality of communication linksthat is coupled to the selected one of the avionics devices.
 2. Thesystem of claim 1, wherein the common display format comprises aplurality of display zones in which each of the plurality of displayzones corresponds to a different one of the avionics devices, whereineach display zone comprises: (a) an active device section configured todisplay operational data for a selected device in a first color; (b) astandby device section configured to display operational data for theselected device in a second color that is different from the firstcolor; and (c) a device status section configured to display at leastone of the following parameters associated with the selected device:logical radio number, encryption mode, radio type and operationalstatus.
 3. The system of claim 1, wherein the common display formatfurther comprises a preset list portion that includes a list of presetsand a preset description next to each preset in the list of presets, inwhich each preset description includes a description of a frequencyassociated with each preset and a function associated with each preset.4. The system of claim 1, further comprising a user data input port,coupled to the processor, that is configured to receive operating datafrom a user data storage device.
 5. The system of claim 4, wherein theoperating data includes a plurality of presets for at least one of theavionics devices.
 6. The system of claim 4, wherein the data portcomprises as selected one of a Universal Serial Bus (USB) interface anda Secure Digital (SD) card interface.
 7. The system of claim 1, whereineach of the plurality of communications links comprises: (a) acommunications connector physically coupled to a bus from a selected oneof the avionics devices; and (b) a circuit configured to interfacecommunications between the bus and the processor.
 8. The system of claim1, wherein the user input components comprise: (a) a plurality of lineselect keys, in which each line select key is disposed adjacent to adifferent graphical user interface; and (b) a plurality of soft keys,wherein the processor is responsive to both the line select keys and thesoft keys, the processor further programmed to: receive an inputindicating that a selected one of the line select keys has been actuatedand, in response to the input, associating at least a set of the softkeys with the avionics device corresponding to the activated line selectkey.
 9. The system of claim 8, wherein the processor is furtherprogrammed to display a plurality of labels, each label adjacent to adifferent one of the soft keys and each label indicating an actionoperation with a soft key that is specific to the selected avionicsdevice and that will occur upon actuation of the soft key.
 10. Thesystem of claim 8, wherein the processor is further programmed toexecute an operation, upon receiving input that a selected one of theset of soft keys has been actuated, that is specific to the selectedavionics device and that is associated with the selected one of the setof soft keys.
 11. The system of claim 1, wherein the user inputcomponents comprise at least one spin-push concentric knob that isconfigurable by the processor for receiving user input regardingfrequency selection and data entry.
 12. The system of claim 1, whereinthe avionics devices include at least two separate radio systems. 13.The system of claim 1, wherein the processor is programmed by software,stored on a non-transitory computer-readable memory, comprising aplurality of layers, the plurality of layers including: (a) a hardwareprotocol layer that implements hardware protocols for each datacommunications standard or protocol supported by the system and thatincludes a plurality of software modules that each correspond in aone-to-one relationship with a selected one of the avionics devices; (b)a data protocol software layer that implements the data protocols foreach data communications standard or protocol supported by the systemand that includes a plurality of software modules that each correspondin a one-to-one relationship with a particular data protocol associatedwith a selected one of the avionics devices; (c) a device interfacesoftware layer that implements an interface between the system and eachtype of avionics device and that includes a plurality of softwaremodules that each generate commands and instructions for communicationto a corresponding avionics system and that interpret data received fromcorresponding avionics system; and (d) a user interface software layerthat implements a system-wide user interface including, each of thegraphical user interfaces displayed on display device and interactionwith the user input components and that includes a module that generatesthe graphical user interfaces and that communicates inputs made by theuser to the avionics devices.
 14. The system of claim 1, furthercomprising a luminance mode button disposed on the front panel and incommunication with the processor, wherein the processor is configured tocause each graphical user interface to be in a night luminance mode whenthe luminance mode button is actuated.
 15. A universal management,control and operation avionics system for use by a user in an aircraft,comprising: (a) a plurality of different avionics devices disposed inthe aircraft, including at least two separate radio systems; (b) asingle housing disposed within the aircraft; (c) a plurality ofcommunications links, disposed within the housing, each coupled to adifferent one of the plurality of different avionics devices so as tocommunicate therewith according to a communications protocol associatedwith the one of the plurality of different avionics devices to which itis coupled; (d) a front panel, affixed to a front portion of thehousing, including a display device and a plurality of user inputcomponents; and (e) a processor, disposed within the housing, that iscoupled to each of the plurality of communications links, the processorconfigured to display data from each of the different avionics deviceson the display device so that the data from each of the differentavionics devices is shown in a different graphical user interface shownon the display device and so that each graphical user interface conformsto a common display format, the processor further configured to receiveuser input for a selected one of the avionics devices through at leastone of the plurality of user input components and to transmit the userinput to the selected one of the avionics devices through one of theplurality of communication links that is coupled to the selected one ofthe avionics devices.
 16. The universal management, control andoperation avionics system of claim 15, further comprising a user datainput port, coupled to the processor, that is configured to receiveoperating data from a user data storage device.
 17. The universalmanagement, control and operation avionics system of claim 15, whereinthe operating data includes a plurality of presets for at least one ofthe avionics devices.
 18. The universal management, control andoperation avionics system of claim 15, wherein the data port comprisesas selected one of a Universal Serial Bus (USB) interface and a SecureDigital (SD) card interface.
 19. The universal management, control andoperation avionics system of claim 15, wherein each of the plurality ofcommunications links comprises: (a) a communications connectorphysically coupled to a bus from a selected one of the avionics devices;and (b) a circuit configured to interface communications between the busand the processor.
 20. The universal management, control and operationavionics system of claim 15, wherein the user input components comprise:(a) a plurality of line select keys, in which each line select key isdisposed adjacent to a different graphical user interface; and (b) aplurality of soft keys, wherein the processor is responsive to both theline select keys and the soft keys, the processor further programmed to:receive an input indicating that a selected one of the line select keyshas been actuated and, in response to the input, associating at least aset of the soft keys with the avionics device corresponding to theactivated line select key.
 21. The universal management, control andoperation avionics system of claim 20, wherein the processor is furtherprogrammed to display a plurality of labels, each label adjacent to adifferent one of the soft keys and each label indicating an actionoperation with a soft key that is specific to the selected avionicsdevice and that will occur upon actuation of the soft key.
 22. Theuniversal management, control and operation avionics system of claim 20,wherein the processor is further programmed to execute an operation,upon receiving input that a selected one of the set of soft keys hasbeen actuated, that is specific to the selected avionics device and thatis associated with the selected one of the set of soft keys.
 23. Theuniversal management, control and operation avionics system of claim 15,wherein the processor is programmed by software, stored on anon-transitory computer-readable memory, comprising a plurality oflayers, the plurality of layers including: (a) a hardware protocol layerthat implements hardware protocols for each data communications standardor protocol supported by the system and that includes a plurality ofsoftware modules that each correspond in a one-to-one relationship witha selected one of the avionics devices; (b) a data protocol softwarelayer that implements the data protocols for each data communicationsstandard or protocol supported by the system and that includes aplurality of software modules that each correspond in a one-to-onerelationship with a particular data protocol associated with a selectedone of the avionics devices; (c) a device interface software layer thatimplements an interface between the system and each type of avionicsdevice and that includes a plurality of software modules that eachgenerate commands and instructions for communication to a correspondingavionics system and that interpret data received from correspondingavionics system; and (d) a user interface software layer that implementsa system-wide user interface including, each of the graphical userinterfaces displayed on display device and interaction with the userinput components and that includes a module that generates the graphicaluser interfaces and that communicates inputs made by the user to theavionics devices.